shoecraft



1. SHQ ECRAF T. v ABSOLUTE AND PERMISSIVE BLOCK SIGNALING SYSTEM.

APPLICATION HLEDAUG. 16 19!].

1,3 1 1,7 1 8. I latontod July 29, 1919.

2 SHEETS-SHEET x. U

' Arron/ Era 1. SHOECRAFT.

ABSOLUTE AND PERMISSIVE f/LOCK SiGNALlNG SYSTEM.

APPLlCATlON FILED AUG. I6, I9IZ.

Pafinted July 29, 1919.

danger signal block ahead.

omen

. EUDSON SHGECRAFT, 0F

-iic ennuililies: .lL

Benn-roan, Kansas.

Application filed August 18. 19117.-

To all whom it may concern Be it known that I, Jonson Snoncnanr, a citizen of the United States, and a resident of Eskridgc, in the county of Vlabannsee and Eltate of Kansas, have invented a new and useful Improvement in Absolute and Permissive Blocir-Signz1ling Systems, of which the following is a specification.

My invention relates'to in'iproveincnts in block signaling systems for railways and has particular application to a single signal system for use on single track railways pro vided with sidings.

The main object of the present invention is to provide an improvement to that systeni shown in my prior Patent, No. 1,229,155 of June 5, 1917. In said prior patent an interlocking block signaling system for single track railways was disclosed, whereby a train in one block when leaving such block and entering the next block would cause to be displayed and would lock the signal in danger position while traveling through the last named block, so that the engineer ot' the following train would be advised as to the condition of the The improvement in the present invention lies particularly in theprovision of stationary electrical contacts disposed along the track and arranged to he engaged by a slidable contact shoe carried by the engine, the electrification of said ssationary contact serving to pern'iit the engine to proceed, but the cutting off of the current from the stationary contact resulting in the stopping of the train through the mecha nism carried thereby, the latter mechanism forming no part of the present invention.

Afnrther object of my invention is to provide means for automatically causing the electrification of said stationary contact members when the track is clear but to cut off the current from said contact members when another train is in the danger zone.

A further object of myinvention is to provide a visible signalat each end of the section, that is to say, near each oi the sidings, for indicating the condition of the section to a train approaching the same.

Other objects and advantages will in the following specification and the novel features of the invention will be particularly pointed outin the appended claims.

My invention is illustratcdin the accom panying drawings. forming Partot' this application, in which Specification of Letters Eatent.

appear Patented daily 29, 15919.

Serial No. 18

i ig ure i a diagrammatic view of one end or a. section Fig. 2 is a diagrammatic view end oi the section.

in the drawings. the main track rails are shown at l and 2 respectively, this track being divided up into sections with a siding near the ends of each section, these sidings being shown at I; and rer nectively. Each section i 1divided up into a series of blocks such as those shown at A, B and C, these blocks being separated from one another by suitable insulation 5 arranged between the lines of rails ,at, the meeting ends of the blocks to insulate the rails of one block from those of the adjoining blocks.

Located at the ends of each is to say, adjzn-ent to the sidings, are semaihorcs 3. These sciz-iaphores are shown diag'rannnatically. Each embodies a signal alade normally held in a clear position and adapted to move by gravity to danger position, and a motor in connected to the signal blade from suitable mechanism and adapted when energized to hold the signal blade at clear and to release the signal blade when deenergized so that the. blade may move to a position to indicate danger.

Located at the meeting ends of theblocks are interlocizing relays of a type which was fully set forth in the prior patent aforesaid and which are therefore shown in the pre ent application diagrannnatically. These relays are shoi' n at F. 7, 7 and 7 at the ends of the respccl'ive blocks A, B; i). and 8 8, 8 and 8 at the adjacent ends of the respective blocks B, D and E. Each of these relays is provided with three sets of movable contacts, certain of these contacts being closed when the relays are energized and others being open when the relays are energized, and adapted to be closed when the relays are dccnergized, as will be explained later.

Bridging the track rails 1 and 2 in each of the blocks a battery such as those shown at K K". K, K, K. At the endfs ot' the adjoining blocks the batteries 5), 10, 11 'and .12, while at the loloclc ends in the interior oi the section, that is to say, those block ends which do not have a signal ii. are proyided with auxiliary batteries such as those shown at 10* and 11*. At one end of tlie section is a battery l. which operates a relay p at the opposite end oi the section. A battery S at one end of the section operates of the other section, that a relay 8 at the other end, as will be pointed out later. f

On each side of the track near the ends of each of the blocks are ramps or stationary contacts w ich are.designed to be electrified, these. cor -acts being engaged by shoes, not shown, on the engine for actuating electrical devices. Any suitable mechanism may be used, the purpose being to provide means which will engage the contact and which will permit the train to pass when the contact is electrified, but which will. automatically stop the train when current is cut oil from the contact. The apparatus carried by the train which-works in conjunction with the'eloctrified ramp or contact shoe forms no part of the present invention, this invention being; limited to the means by which current is supplied to the contact shoe automatically, or cut olf automatically, depending upon the position of trains on the track.

In the drawings the ramps on one side of the tracks are shown at R", R, R, R and on the other Side at R, R, R and .lhd". -It will be'observed that'the upper contacts of the relays 8" 8 8 and 8 and 7, 7", 7 and '7 are prolonged so that when a set of relays at the oining oi two blocks, for instance, the relays 7 and 53 are deenergized, these upper movable contacts will fall down in such position that one looks the other by overlapping it and holding it down regardless of the subsequent encrgization of its magnet. Moreover the locking feature applies to the other two movable contacts of each of the relays. This was fully set forthcin. the prior Patent, No. 1,229,155, mentioned.

From the foregoing description of the various parts of the system, the operation thereof may be readily understood Let us assume that a train T is in the block A and is approaching the block 33 while there is a. train T in the block C approaching the block B. Consider first the condition when train T first enters the section, that is to say, past the siding 4:. mally the batteries K, K K, K", etc., energiZe the relays 7, 7 7, etc, and 8, 8, 8, etc., respectively, so that these relays are holding up their contacts. As stated before, the battery P energizes the relay 7') at the opposite end of the section. This is done over the following path: the conductor 15,

contacts 16 and 17 of relay 8, conductor 18, contacts 19 and 20 of relay 8, conductor 21, contacts 22 and 23 of relay 8, conductor /24, relay [1, Wire 25 a d by the return wire 26 back to the battery. Similarly the control of the relay 8 by the battery S may be traced through the contacts of the series of relays 7, 7" and 7. I

Now when the train T first enters the section it short circuits the first relay 8 Nor- 16, 17 of the relay 8, thus denergizing the- ;relay 7). The movable contact 27 of the reheld up by battery K,

lay 79 drops down and breaks the'cirouit which electrifies the ramp R this ramp being connected normally to the battery 9 by means of the conductor 28, contacts 27 and 29, contacts 30 and 31 and conductor A train in the block A whose shoe meets the ramp R will therefore be stopped since it cannot get current to proceed. Obviously this same thing will happen whether the other train be in to say, the ramp cut oil from it. block A then the semaphore 6 will be at clear, getting its energizing current over the following circuit: from battery ;9 through 28, 34, contacts 35, 36, wire 37, through the motor M and by wire 38 to the battery 9. It, however, there is a train such as that shown at T in block A approaching, then the relay 7 will. be denergized or short circuited, its contacts will fall downward and the energizing circuit of the signal will be broken R will have the current at the contacts 36, 35, thus permitting the the danger po-i semaphore to fall down into sition. It a train T should disregard the signal and try to enter the block B, then the absence of current in the ramp R would prevent the train from entering by the mechanism carried thereon, not shown, and which does not form any part of the present invention.

Obviously when the trains proceed out of of the section then the batteries K, K K", etc, are no longer short circuited and hence restoring: the parts to their normal position. I have shown the eli e-ct of the entrance of the train T into the section, but the entrance of train T into the section has precisely the same effect on the ramps R, R, R etc., at the opposite end of the section, for it will be observed that wnen the train T entersthe block A the relay 7 is de'nergized. The contacts of this relay as well as the relays 7 and 7 form part of the circuit of the re lay s so that the breakingof the circuit of any of these relays will denergize the relay 8. The ramp R" derives its current from the battery 12 through and through the rent is'taken 01? from the ramp, thus stopping any other train which attempts to get into the section.

When the train T block C the relays 8 This will, of course, the ramp R has proceeded into the and 7 are deenergized. take the current from at one end of the section and R in the block behind the tram-so as to the block (1,1) or E, that If there is no train in the the contacts 40 and 41 conductor 42 so that curgra l protect the train from a rear end collision. The factthat the relay 3) gets its current through the contacts of the relays 8 and 8 which are deenergized' by the train when in the block L assures the dropping of the semaphore signal 6 to danger in block A When the trains 'l and T are in the position shown in the drawing.

he visual signal in the block E in the rear of the train T will show clear because there is no train in the block E. The ram in the block E is deenergized by the dropping of the armature of the relay 8. The

signal still gets current from the batterv 12 through the lowermost contact'of the relay 8".

While the train stopping mechanism on the train forms no part of the-present invention at the same time the object of electrifying or cutting off the current from the rarious ramps may be better understood when it is borne in mind that the ramp acts as a circuit breaker for a circuit on the engine and at the same time substitutes its own cur rent for the one which was broken. it such substitution takes place. 2'. (1., if the ramp is electrified the train may proceed, but it it in Without current then the bl'cilh'lllg oi the circuit on the-train prevents the train from proceeding.

In the drawings 1 hare shown the ramps as being located near the ends of abutting blocks. reaches a ramp adjacent to one of the scumpliorcs it will take enough current from th motor oi" the semaphore to bring the latter to danger position. If therclorc the ramp 0 set out some distance from the end of the block, that is to say, toward the center of the block the engineer on reachingthe ramp will be able to proceed and the scnnn pliore will first go to danger and then go to clear, so that the engineer is doubly assured of the condition of the track ahead. The ramps are pretcrably placed in from the ends of the blocks, because it placed right at the signal. the engineer of the train would be right under the signal when it is rcicascd y the ramp.v so-that he could not sec it go to danger. My invention, however, contcnn plate placing the ramp at any suitable position between the center of the block and the end thereof.

From the foregoing description of the system it will be observed that when a train is in a section and a (rain ll'OlIl the opposite direction attempts to enter the" section it will be stopped both by a signal at the end of the section which is operated no matter what block is occupied by the other train and also by the fact that the ramp at the end oi the section has its current cut off. On the other hand, the arrangement is such that one train may follow another into the section, but it will be presented from entering As a matter of fact, when a train' the same block due to the fact that the first ramp immediatey behind the first train is not electrified. is arrangement makes the device both absolute and permissive, that is to say, it is absolute as tar as stopping opsame direction to enter the same section but prevents rear end collisions, because of the traclcrails, said rails being divided up into a series of sections, each section being divided up into a plurality of blocks, the blocks of each section being insulated from one another, a ramp at each end of each I block, all of said ramps being normally electrified, and means for cutting off the current from the ramp at one end of the section when a train enters the opposite end of the section.

In a block signaling system, a pair of track rails, said rails being divided up into a series of sections, each section being divided up into a plurality of blocks, the blocks of each section being insulated from one another, a. ramp at each end of each block. all or said ramps being normally electrified. means for cutting off the current from the ramp at one end of the section when a train enters the opposite end of the scctioin a signal at each end of the section and means For displaying a danger signal near the ramp from which the current 18 cut off.

3. In a block signaling system, a pair of track rails, said rails being divided up into a series of sections, each section being divided up into a. plurality of blocks, the blocks of each section being insulated fromone another, a. ramp at cach end of each block. all of said ramps being normally clcctriliivl. and means for cutting off the cui'i'cnt from av ramp of the block in the rear of the one in which the train is located.

in a block signaling system, a pair of rack rails, said rails being divided up into 115.

a series of sections, each section being divided up into a plurality of blocks, the blocks of each section being insulated from one another, a ramp in each block on one side. of

the track, a second ramp in each block on the opposite side of the track and at the opposite end of the block, a relay at each end of each block for controlling the flow of current to the adjacent ramp in the adjacent" block, each of the said relays being deener gizcd by. the presence of a train in its partio" ular block whereby the current is cut of from the ramp in the adJaccnt block.

a. In a block signaling system, a pair of track rails, said rails being divided up'into a series of sections, each section being divided up into a plurality of blocks, the blocks of each section being insulated from one another, a ramp in each block on one side oi. the track, a second ramp in each block on the opposite side of the track and at the opposite end of the block, a relay at each end of each block for controlling the flow of current to the adjacent ramp in the adjacent block, each of said relays being deenergized by the presence of a train in its particular block whereby the current is cut off from the ranip'in the adjacent block, an auxiliary relay at each end of the section, a battery at each end of the section, the relay at one end of the section being energized by the battery at the other end of the section, each of said relays being controlled jointly by the relays at the ends of the blocks, the actuation of said last named relays depending upon the position of the train in the section.

6. In a block signaling system, a pair of track rails, said rails being divided up into a series of sections, each section being divid- ,ed up into a plurality of blocks, the blocks of each section being insulated from one another, a ramp in each block on one side of the track, a second ramp in each block on the opposite side of the track and at the opposite end of the block, a relay at each end of each. block for controlling the flow of currentto the adjacent ramp in the adjacent block, each of said relays being dc'e'nergized by the presence of a train in it particular block whereby the current is cut ott' from the ramp in the adjacent block, an auxiliary relay at each end of the section, a battery at each end of the section, the relay at one end of the section being energized by-the battery at the other end of the section, each of said relays being controlled jointly by track rails, said rails being divided up into a series of sections, each section beingdivided up into a plurality of blocks, the blocks of each section being insulated from one another, a ramp in each block on one side of the track, a second ramp in each block on the opposite side of the track and at the opposite end of the block, a relay at each end of each block for controlling the flow of current to the adjacent ramp in the adj acent block, each of said relays being deenergized by the presence of a train in its particular block whereby the current is cut on from the ramp in the adjacent block, an auxiliary relay at each end of the section, a battery at each end of the section, the relay at one end of the section being energized by the battery at the other end of the section, each of said-relays being controlled jointly by the relays at the ends of the blocks, and a signal at each end of the section, said signals being controlled jointly by the said auxiliary relays and certain of the relays at the ends of the blocks, said signal having a normally closed circuit and the opening of the contacts of the auxiliary relays and one of the relays at the end of the block serving to break the circuit of the signal whereby the latter is moved to the danger position.

JUDSON SHOECRAFT. 

